JPS628328B2 - - Google Patents
Info
- Publication number
- JPS628328B2 JPS628328B2 JP56035010A JP3501081A JPS628328B2 JP S628328 B2 JPS628328 B2 JP S628328B2 JP 56035010 A JP56035010 A JP 56035010A JP 3501081 A JP3501081 A JP 3501081A JP S628328 B2 JPS628328 B2 JP S628328B2
- Authority
- JP
- Japan
- Prior art keywords
- support
- engine
- supports
- fluid
- effective diameter
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000012530 fluid Substances 0.000 claims description 11
- 238000006073 displacement reaction Methods 0.000 description 11
- 230000001133 acceleration Effects 0.000 description 3
- 230000033001 locomotion Effects 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000725 suspension Substances 0.000 description 2
- 230000003139 buffering effect Effects 0.000 description 1
- 230000002079 cooperative effect Effects 0.000 description 1
- 238000002955 isolation Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/04—Arrangement or mounting of internal-combustion or jet-propulsion units with the engine main axis, e.g. crankshaft axis, transversely to the longitudinal centre line of the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/12—Arrangement of engine supports
- B60K5/1283—Adjustable supports, e.g. the mounting or the characteristics being adjustable
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
- F16F13/04—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper
- F16F13/06—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper the damper being a fluid damper, e.g. the plastics spring not forming a part of the wall of the fluid chamber of the damper
- F16F13/08—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper the damper being a fluid damper, e.g. the plastics spring not forming a part of the wall of the fluid chamber of the damper the plastics spring forming at least a part of the wall of the fluid chamber of the damper
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
- F16F15/023—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means
- F16F15/027—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means comprising control arrangements
- F16F15/0275—Control of stiffness
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Combined Devices Of Dampers And Springs (AREA)
Description
【発明の詳細な説明】
本発明は、自動車車体等にエンジンを搭載する
場合、そのエンジンの上下振動および回転変位を
吸収、抑制するために用いられるエンジンの支持
装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine support device used to absorb and suppress vertical vibration and rotational displacement of the engine when the engine is mounted on an automobile body or the like.
エンジンがその支持装置に与える運動として、
アイドリング、定常運転の際に生じる上下振動
と、加、減速運転の際に生じる出力軸周りの回転
変位とがあるが、上下振動に対しては、エンジン
の支持装置のばね定数を低く設定することより、
その振動を効果的に吸収し得るが、回転変位に対
しては、その回転モーメントが非常に大きいの
で、エンジンの支持装置のばね定数を高く設定し
てエンジンの回転変位をできるだけ抑制する必要
があり、このようにエンジンの支持装置にはばね
定数に関して相反する要求がある。 As the motion exerted by the engine on its support equipment,
There are vertical vibrations that occur during idling and steady operation, and rotational displacements around the output shaft that occur during acceleration and deceleration operations.In order to prevent vertical vibrations, the spring constant of the engine support device should be set low. Than,
Although the vibrations can be effectively absorbed, the rotational moment is very large in relation to the rotational displacement, so it is necessary to set the spring constant of the engine support device high to suppress the rotational displacement of the engine as much as possible. As described above, there are conflicting requirements regarding the spring constant of the engine support device.
本発明は、そのような要求を満足させる簡単有
効な前記装置を提供することを目的とする。 It is an object of the present invention to provide a simple and effective device that satisfies such requirements.
そして上記目的達成のため本発明は、エンジン
に、該エンジンの出力軸を間に置いて互いに反対
方向に延びる第１および第２ブラケツトを突設
し、この第１ブラケツトの上、下面を、内部にそ
れぞれ流体を充填した上下一対のベローズよりな
る第１上、下部支持体により、また第２ブラケツ
トの上、下面を、同じく内部にそれぞれ流体を充
填した上下一対のベローズよりなる第２上、下部
支持体によりそれぞれ支承し、前記第１上部支持
体の有効直径を第１下部支持体のそれよりも、ま
た第２上部支持体の有効直径を第２下部支持体の
それよりもそれぞれ小さく設定し、第１上部支持
体と第２下部支持体間、および第１下部支持体と
第２上部支持体間をそれぞれ連通させ、さらに第
１上、下部支持体間、及び第２上、下部支持体間
をオリフイスを介してそれぞれ連通させたことを
特徴とする。 In order to achieve the above object, the present invention provides an engine with first and second brackets that extend in opposite directions with the output shaft of the engine therebetween, and that the upper and lower surfaces of the first bracket are connected to the inside of the engine. The upper and lower surfaces of the second bracket are supported by the first upper and lower supports, each consisting of an upper and lower pair of bellows each filled with fluid, and the second upper and lower support members each comprising an upper and lower pair of bellows each filled with fluid. supported by supports, and the effective diameter of the first upper support is set smaller than that of the first lower support, and the effective diameter of the second upper support is set smaller than that of the second lower support. , communicate between the first upper support and the second lower support, and between the first lower support and the second upper support, and further communicate between the first upper and lower supports and between the second upper and lower supports. They are characterized in that they communicate with each other through orifices.
以下、図面により本発明の一実施例について説
明すると、第１図においてＥは自動車用エンジン
で、やや前傾したエンジンブロツク１と、その後
部に連接された伝動装置２とを含んでおり、その
伝動装置２は、自動車の前車輪（図示せず）を駆
動する左右一対の出力軸３を備えている。この出
力軸３を間に置いて前後方向に延びる第１および
第２ブラケツト４，５がエンジンＥの前面および
後面にそれぞれ突設されており、その第１ブラケ
ツト４は、その上、下面に配設した上下一対のベ
ローズよりなる第１上、下部支持体６ｕ，６ｌを
介して自動車車体Ｆに支承され、その上部支持体
６ｕの有効直径は下部支持体６ｌのそれよりも小
さい。また第２ブラケツト５は、その上、下面に
配設した上下一対のベローズよりなる第２上、下
部支持体７ｕ，７ｌを介して自動車車体Ｆに支承
され、その上部支持体７ｕの有効直径は下部支持
体７ｌのそれよりも小さい。そして各支持体６
ｕ，６ｌ；７ｕ，７ｌの内部には流体、即ち液
体、気体またはそれらの混合体が充填される。 Hereinafter, one embodiment of the present invention will be described with reference to the drawings. In FIG. 1, E is an automobile engine, which includes an engine block 1 slightly inclined forward, and a transmission device 2 connected to the rear part of the engine block 1. The transmission device 2 includes a pair of left and right output shafts 3 that drive front wheels (not shown) of an automobile. First and second brackets 4 and 5 extending in the front and back direction with the output shaft 3 in between are provided protruding from the front and rear surfaces of the engine E, respectively, and the first bracket 4 is arranged on the upper and lower surfaces of the engine E. It is supported on the automobile body F through first upper and lower supports 6u and 6l, each of which is a pair of upper and lower bellows provided, and the effective diameter of the upper support 6u is smaller than that of the lower support 6l. Further, the second bracket 5 is supported on the automobile body F via second upper and lower supports 7u and 7l, which are made up of a pair of upper and lower bellows arranged on the upper and lower surfaces, and the effective diameter of the upper support 7u is It is smaller than that of the lower support 7l. and each support 6
u, 6l; 7u, 7l are filled with fluid, ie, liquid, gas, or a mixture thereof.
第１上、下部支持体６ｕ，６ｌと、第２上、下
部支持体７ｕ，７ｌとの間には制御弁８が設置さ
れ、各支持体６ｕ，６ｌ；７ｕ，７ｌより延出す
る流路９ｕ，９ｌ；１０ｕ，１０ｌがその制御弁
８に接続される。而して、制御弁８は通常、第２
図に示すように第１上部支持体６ｕの流路９ｕと
第２下部支持体７ｌの流路１０ｌ、第１下部支持
体６ｌの流路９ｌと第２上部支持体７ｕの流路１
０ｕの各間を接続させる結合位置を占めている。 A control valve 8 is installed between the first upper and lower supports 6u, 6l and the second upper and lower supports 7u, 7l, and a flow path extending from each support 6u, 6l; 7u, 7l. 9u, 9l; 10u, 10l are connected to the control valve 8. Therefore, the control valve 8 is normally
As shown in the figure, the flow path 9u of the first upper support 6u, the flow path 10l of the second lower support 7l, the flow path 9l of the first lower support 6l, and the flow path 1 of the second upper support 7u.
It occupies a bonding position that connects each 0u.
このように制御弁８を結合位置に保持しておけ
ば、エンジンＥがアイドリングまたは定常運転に
より上下運動をするときには、第１および第２ブ
ラケツト４，５を介して各上部支持体６ｕ，７ｕ
または各下部支持体６ｌ，７ｌに交互に圧縮力が
加わり、それに伴い第１上部支持体６ｕと第２下
部支持体７ｌ、第１下部支持体６ｌと第２上部支
持体７ｕの各間で内部流体の流通が生起する。し
たがつて、この場合の第１及び第２上、下部支持
体６ｕ，６ｌ；７ｕ，７ｌの有効受圧面積Ａは次
式で表わすことができる。 By holding the control valve 8 in the coupled position in this way, when the engine E moves up and down due to idling or steady operation, the upper supports 6u and 7u can be connected to each other via the first and second brackets 4 and 5.
Alternatively, compressive force is applied alternately to each of the lower supports 6l and 7l, and accordingly, the internal space between the first upper support 6u and the second lower support 7l, and between the first lower support 6l and the second upper support 7u is Fluid flow occurs. Therefore, the effective pressure receiving area A of the first and second upper and lower supports 6u, 6l; 7u, 7l in this case can be expressed by the following formula.
Ａ＝π／４（Dl2−Du2）
但し、Dl…下部支持体６ｌ，７ｌの有効径
Du…上部支持体６ｕ，７ｕの有効径
上式より明らかなように、エンジンＥの上下振
動時における第１および第２上、下部支持体６
ｕ，６ｌ；７ｕ，７ｌの有効受圧面積は、上部支
持体６ｕ，７ｕの有効受圧面積と下部支持体６
ｌ，７ｌの有効受圧面積との差であるから、その
値は比較的小さく、その結果、各支持体６ｕ，６
ｌ；７ｕ，７ｌの総合ばね定数は低くなり、エン
ジンＥの上下振動を効果的に吸収することができ
る。 A=π/4(Dl 2 −Du 2 ) However, Dl...Effective diameter of the lower supports 6l, 7l Du...Effective diameter of the upper supports 6u, 7u As is clear from the above equation, when the engine E vibrates vertically the first and second upper and lower supports 6 in
The effective pressure receiving area of u, 6l; 7u, 7l is the effective pressure receiving area of the upper supports 6u, 7u and the lower support 6.
Since this is the difference between the effective pressure receiving area of 1 and 7l, the value is relatively small, and as a result, each support 6u and 6
l; The overall spring constant of 7u and 7l becomes low, and the vertical vibration of the engine E can be effectively absorbed.
また、エンジンＥが急加速または急減速運転に
より、その出力軸３周りに、例えば第２図におい
て時計方向へ回転しようとすると、互いに連通す
る第１上部支持体６ｕと第２下部支持体７ｌにブ
ラケツト４，５を介してそれぞれ圧縮荷重が作用
するので、これら支持体６ｕ，７ｌ間で流体の移
動は起こらない。したがつて、この場合の第１お
よび第２上、下部支持体６ｕ，６ｌ；７ｕ，７ｌ
の有効受圧面積A2は次式で表わすことができ
る。 Furthermore, when the engine E attempts to rotate around its output shaft 3, for example, clockwise in FIG. Since compressive loads are applied through the brackets 4 and 5, no fluid movement occurs between these supports 6u and 7l. Therefore, in this case, the first and second upper and lower supports 6u, 6l; 7u, 7l
The effective pressure receiving area A 2 can be expressed by the following formula.
A2＝π／４（Dl2＋Du2）
上式より明らかなように、エンジンＥが回転変
位するときの第１および第２上、下部支持体６
ｕ，６ｌ；７ｕ，７ｌの有効受圧面積は、上部支
持体６ｕ，７ｕの有効受圧面積と下部支持体６
ｌ，７ｌの有効受圧面積との和であるから、その
値は比較的大きく、その結果各支持体６ｕ，６
ｌ；７ｕ，７ｌの総合ばね定数は高くなり、エン
ジンＥの回転変位を効果的に抑制することができ
る。 A 2 = π/4 (Dl 2 +Du 2 ) As is clear from the above equation, when the engine E rotates, the first and second upper and lower supports 6
The effective pressure receiving area of u, 6l; 7u, 7l is the effective pressure receiving area of the upper supports 6u, 7u and the lower support 6.
Since it is the sum of the effective pressure receiving area of 1 and 7l, its value is relatively large, and as a result, each support 6u and 6
The overall spring constant of l; 7u and 7l becomes high, and the rotational displacement of the engine E can be effectively suppressed.
尚、本実施例において制御弁８を、悪路走行時
車輪懸架装置Ｓからの信号Paを受けて各支持体
６ｕ，６ｌ；７ｕ，７ｌ内を調圧し得るように構
成すれば、凹凸路面による車体振動をエンジンＥ
により抑制することもでき、さらに制御弁８を、
エンジンＥから加、減速信号Pbを受けて各支持
体６ｕ，６ｌ；７ｕ，７ｌ内を調圧し得るように
構成すれば、エンジンＥの加、減速の程度に応じ
てエンジンの回転変位量を制御することができ
る。 In this embodiment, if the control valve 8 is configured to be able to adjust the pressure inside each of the supports 6u, 6l; 7u, 7l in response to the signal Pa from the wheel suspension system S when traveling on a rough road, it is possible to adjust the pressure inside each support body 6u, 6l; Vehicle body vibration caused by engine E
It is also possible to suppress the control valve 8 by
If the configuration is such that the pressure inside each of the supports 6u, 6l; 7u, 7l can be regulated by receiving acceleration and deceleration signals Pb from the engine E, the amount of rotational displacement of the engine can be controlled according to the degree of acceleration and deceleration of the engine E. can do.
以上のように本発明によれば、エンジンＥに、
該エンジンＥの出力軸を間に置いて互いに反対方
向に延びる第１および第２ブラケツト４，５を突
設し、この第１ブラケツト４の上、下面を、内部
にそれぞれ流体を充填した上下一対のベローズよ
りなる第１上、下部支持体６ｕ，６ｌにより、ま
た第２ブラケツト５の上、下面を、同じく内部に
それぞれ流体を充填した上下一対のベローズより
なる第２上、下部支持体７ｕ，７ｌによりそれぞ
れ支承し、前記第１上部支持体６ｕの有効直径を
第１下部支持体６ｌのそれよりも、また第２上部
支持体７ｕの有効直径を第２下部支持体７ｌのそ
れよりもそれぞれ小さく設定し、第１上部支持体
６ｕと第２下部支持体７ｌ間、および第１下部支
持体６ｌと第２上部支持体７ｕ間をそれぞれ連通
させ、さらに第１上、下部支持体６ｕ，６ｌ間、
及び第２上、下部支持体７ｕ，７ｌ間をオリフイ
ス１１，１２を介してそれぞれ連通させたので、
第１上、下部支持体６ｕ，６ｌおよび第２上、下
部支持体７ｕ，７ｌの協働作用によりそれらの総
合ばね定数を、エンジンＥの上下振動時には低
く、またエンジンＥの回転変位時には高くなるよ
う自動的に調節でき、従つてエンジンＥの振動遮
断効果と回転変位抑制効果とを同時に達成するこ
とができる。 As described above, according to the present invention, in the engine E,
First and second brackets 4 and 5 extending in opposite directions with the output shaft of the engine E placed between them are provided, and the upper and lower surfaces of the first bracket 4 are covered with a pair of upper and lower brackets each filled with fluid. The upper and lower surfaces of the second bracket 5 are covered by the first upper and lower supports 6u and 6l which are made of bellows, and the second upper and lower supports 7u and 6l which are made of a pair of upper and lower bellows each filled with a fluid. 7l, and the effective diameter of the first upper support 6u is larger than that of the first lower support 6l, and the effective diameter of the second upper support 7u is larger than that of the second lower support 7l. The first upper support 6u and the second lower support 7l are set to be small, and the first lower support 6l and the second upper support 7u are communicated with each other. while,
And since the second upper and lower supports 7u and 7l are communicated via orifices 11 and 12, respectively,
Due to the cooperative action of the first upper and lower supports 6u and 6l and the second upper and lower supports 7u and 7l, their overall spring constant becomes low when the engine E vibrates up and down, and becomes high when the engine E is rotated. Therefore, the vibration isolation effect and rotational displacement suppressing effect of the engine E can be achieved at the same time.
特に各支持体６ｕ，６ｌ；７ｕ，７ｌはベロー
ズより構成されるので、エンジンＥの回転変位に
伴う第１、第２ブラケツト４，５の複雑な動きに
対しても無理なく追従変形することができ、装置
の耐久性向上に寄与することができる。また第１
上、下部支持体６ｕ，６ｌおよび第２上、下部支
持体７ｕ，７ｌの各有効直径差を適宜選定するだ
けで、エンジンＥの上下振動時におけるそれら支
持体の総合ばね定数を最適値に設定することがで
きるから、エンジンＥと固定部間に懸架ばねを特
別に設けずともエンジンＥの上下振動を効果的に
吸収緩和することができる。さらに第１上、下部
支持体６ｕ，６ｌ間、および第２上、下部支持体
７ｕ，７ｌ間をそれぞれ連通させるオリフイス１
１，１２は、エンジンＥが回転変位しようとする
際に作動流体の逃げ場がなくて内部が高圧となる
支持体から、該支持体にブラケツトを挾んで隣接
する低圧の支持体側へ、流体を適度に絞りつつリ
ークさせることができるから、エンジンＥの回転
変位力が大きくても、該高圧となる支持体を過度
に圧迫するおそれがない上、エンジンＥの回転変
位に対する緩衝機能を高めることができる。 In particular, since each of the supports 6u, 6l; 7u, 7l is composed of bellows, they can easily deform to follow the complicated movements of the first and second brackets 4, 5 caused by the rotational displacement of the engine E. This can contribute to improving the durability of the device. Also the first
By simply selecting the effective diameter difference between the upper and lower supports 6u, 6l and the second upper and lower supports 7u, 7l, the overall spring constant of these supports during vertical vibration of the engine E can be set to an optimal value. Therefore, vertical vibrations of the engine E can be effectively absorbed and alleviated without special provision of a suspension spring between the engine E and the fixed part. Furthermore, an orifice 1 that communicates between the first upper and lower supports 6u and 6l and between the second upper and lower supports 7u and 7l, respectively.
1 and 12 are designed to moderately transfer fluid from a support whose internal pressure is high because there is no place for the working fluid to escape when the engine E is about to undergo rotational displacement, to an adjacent low-pressure support with a bracket between the supports. Even if the rotational displacement force of the engine E is large, there is no risk of excessive pressure on the high-pressure support, and the buffering function against rotational displacement of the engine E can be enhanced. .
第１図は本発明装置の側面図、第２図はその要
部の拡大縦断側面図である。
Ｅ……エンジン、４……第１ブラケツト、５…
…第２ブラケツト、６ｕ……第１上部支持体、６
ｌ……第１下部支持体、７ｕ……第２上部支持
体、７ｌ……第２下部支持体、１１，１２……オ
リフイス。
FIG. 1 is a side view of the device of the present invention, and FIG. 2 is an enlarged longitudinal sectional side view of the main parts thereof. E...Engine, 4...1st bracket, 5...
...Second bracket, 6u...First upper support, 6
1...First lower support, 7u...Second upper support, 7l...Second lower support, 11, 12...Orifice.
Claims (1)
置いて互いに反対方向に延びる第１および第２ブ
ラケツト４，５を突設し、この第１ブラケツト４
の上、下面を、内部にそれぞれ流体を充填した上
下一対のベローズよりなる第１上、下部支持体６
ｕ，６ｌにより、また第２ブラケツト５の上、下
面を、同じく内部にそれぞれ流体を充填した上下
一対のベローズよりなる第２上、下部支持体７
ｕ，７ｌによりそれぞれ支承し、前記第１上部支
持体６ｕの有効直径を第１下部支持体６ｌのそれ
よりも、また第２上部支持体７ｕの有効直径を第
２下部支持体７ｌのそれよりもそれぞれ小さく設
定し、第１上部支持体６ｕと第２下部支持体７ｌ
間、および第１下部支持体６ｌと第２上部支持体
７ｕ間をそれぞれ連通させ、さらに第１上、下部
支持体６ｕ，６ｌ間、及び第２上、下部支持体７
ｕ，７ｌ間をオリフイス１１，１２を介してそれ
ぞれ連通させてなる、エンジンの支持装置。1 An engine E is provided with first and second brackets 4 and 5 projecting from each other and extending in opposite directions with the output shaft of the engine E interposed therebetween.
The upper and lower surfaces of the first upper and lower supports 6 are formed by a pair of upper and lower bellows each filled with a fluid.
u, 6l, and the upper and lower surfaces of the second bracket 5 are provided with second upper and lower supports 7, each of which is made of a pair of upper and lower bellows, each of which is filled with a fluid.
The effective diameter of the first upper support 6u is larger than that of the first lower support 6l, and the effective diameter of the second upper support 7u is larger than that of the second lower support 7l. are also set small, and the first upper support 6u and the second lower support 7l
and between the first lower support 6l and the second upper support 7u, and further communicate between the first upper and lower supports 6u and 6l and the second upper and lower supports 7.
An engine support device that communicates between U and 7L via orifices 11 and 12, respectively.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56035010A JPS57147925A (en) | 1981-03-11 | 1981-03-11 | Engine suspension device |
| US06/357,325 US4572321A (en) | 1981-03-11 | 1982-03-11 | Engine-mounting structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56035010A JPS57147925A (en) | 1981-03-11 | 1981-03-11 | Engine suspension device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57147925A JPS57147925A (en) | 1982-09-13 |
| JPS628328B2 true JPS628328B2 (en) | 1987-02-21 |
Family
ID=12430108
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56035010A Granted JPS57147925A (en) | 1981-03-11 | 1981-03-11 | Engine suspension device |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US4572321A (en) |
| JP (1) | JPS57147925A (en) |
Families Citing this family (21)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2542405B1 (en) * | 1983-03-07 | 1987-07-17 | Peugeot | DEVICE FOR SUSPENDING A MOTOR-PROPELLER, ESPECIALLY IN A MOTOR VEHICLE |
| JPS59222635A (en) * | 1983-05-31 | 1984-12-14 | Hino Motors Ltd | Engine mounting device with variable damping force |
| JPS59222636A (en) * | 1983-05-31 | 1984-12-14 | Hino Motors Ltd | Supporting device of engine |
| JPS60121116A (en) * | 1983-12-02 | 1985-06-28 | Toyota Motor Corp | Supporting method of preventing production of vibration for car internal-combustion engine |
| US4616846A (en) * | 1984-08-14 | 1986-10-14 | Honda Giken Kogyo Kabushiki Kaisha | Control device for a suspension |
| JPS6176718U (en) * | 1984-10-25 | 1986-05-23 | ||
| NL8403461A (en) * | 1984-11-13 | 1986-06-02 | Doornes Transmissie Bv | INFLATABLE VARIABLE TRANSMISSION. |
| DE3444296A1 (en) * | 1984-12-05 | 1986-06-12 | Adam Opel AG, 6090 Rüsselsheim | ENGINE STORAGE |
| JPS61146619A (en) * | 1984-12-19 | 1986-07-04 | Mazda Motor Corp | Power unit mounting device |
| JPH0628979B2 (en) * | 1986-03-17 | 1994-04-20 | マツダ株式会社 | Power unit mounting device |
| DE3768253D1 (en) * | 1987-02-21 | 1991-04-04 | Porsche Ag | STORAGE FOR A DRIVE UNIT OF A MOTOR VEHICLE. |
| AU613995B2 (en) * | 1987-12-11 | 1991-08-15 | Honda Giken Kogyo Kabushiki Kaisha | Drive system for automobile |
| US4881712A (en) * | 1988-06-21 | 1989-11-21 | General Motors Corporation | Hydraulic mount |
| GB9007300D0 (en) * | 1990-03-31 | 1990-05-30 | Btr Plc | Improvements in and relating to an elastomeric mounting |
| US5312093A (en) * | 1992-01-28 | 1994-05-17 | Applied Power Inc. | Vibration isolator with two pairs of fluid chambers with diagonal fluid communication |
| DE4332921C2 (en) * | 1993-09-28 | 2003-04-10 | Outokumpu Oy | Vibrating system for the production of shaped bodies by compression |
| FR2939103B1 (en) * | 2008-12-01 | 2011-01-21 | Airbus France | HYDRAULIC SYSTEM FOR TRANSMITTING EFFORTS BETWEEN AN AIRCRAFT TURBOPROPULSOR AND A HITCHING DEVICE |
| DE102009034677B4 (en) * | 2009-07-24 | 2013-10-31 | Trelleborg Automotive Germany Gmbh | attenuator |
| US10052943B2 (en) * | 2015-02-05 | 2018-08-21 | Hasport Performance, Inc. | Engine mount |
| US9630485B2 (en) * | 2015-02-05 | 2017-04-25 | Hasport Performance, Inc. | Reversible engine mount |
| GB2543796B (en) * | 2015-10-28 | 2018-06-06 | Ford Global Tech Llc | A powertrain mount assembly for a motor vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5425022A (en) * | 1977-07-27 | 1979-02-24 | Toyota Motor Corp | Automative engine mounting mechanism |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1396890A (en) * | 1971-07-09 | 1975-06-11 | Rover Co Ltd | Vehicle suspension systems |
| FR2281244A1 (en) * | 1974-08-07 | 1976-03-05 | Peugeot & Renault | BODY AND MOTOR SUSPENSION DEVICE IN A MOTOR VEHICLE |
| US4047588A (en) * | 1975-12-22 | 1977-09-13 | Kawasaki Motors Corporation U.S.A. | Snowmobile engine mount |
| JPS5340164A (en) * | 1976-09-25 | 1978-04-12 | Mitsubishi Heavy Ind Ltd | Vibration-proof elastic-support fixing system |
| US4194731A (en) * | 1978-12-20 | 1980-03-25 | Atwood Vacuum Machine Company | Gas spring and method of filling the same |
| JPS56146421A (en) * | 1980-04-12 | 1981-11-13 | Nissan Motor Co Ltd | Displacement controller |
-
1981
- 1981-03-11 JP JP56035010A patent/JPS57147925A/en active Granted
-
1982
- 1982-03-11 US US06/357,325 patent/US4572321A/en not_active Expired - Fee Related
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5425022A (en) * | 1977-07-27 | 1979-02-24 | Toyota Motor Corp | Automative engine mounting mechanism |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57147925A (en) | 1982-09-13 |
| US4572321A (en) | 1986-02-25 |
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